Motor-vehicle.



S. B. KURTZ.

MOTOR VEHICLE. APPLICATION FILE-D mac. 20, 1907.

PatentedSept. 7, 1915.

4 SHEETS-SHEET 1 I mum/v10 S. B. KURTZ.

MOTOR VEHICLE.

APPLICATION FILED 05c. 20/1901.

Patented Sept. 7 1915.

4 SHEETSSHEET 2 S. B. KURTZ.

MOTOR VEHICLE. APPLICATION FILED DEC. 20' I907- Patented Sept. 7, 191514 SHEETS-SHEET 4 I/W/EIVTOR I WITNESSES SAMUEL, 1B. KUR'I'Z, orBROOKLYN, NEw YORK.

I MOTOR-VEHICLE.

' Specification of Letters Patent.

Patented Sept. 7, 1915.

I Application filed December 20, 1907. Serial No. 407,294.

To all whom it may concern:

Be it known that I, SAMUEL B. Krnrrz, a citizen of the- United States,residing in Brooklyn, county of Kings, and State of New York, haveinvented a new and useful I Improvement in Motor-Vehicles, of which thefollowing is a description.

This invention relates, generally,'to mtor-vehicles, and, particularly,to a new type of power-propelled vehicles which, by reason of certainpeculiarities of construction and design, .are distinguishable from thewellknown automobile and the equally well-' known motor-cycle.

Among the objects of my invention may be noted the following: to providea highpower, high-speed motor-vehicle which will be li ht and capable ofeasy manipulation;

to provide a motor-vehicle having all the advantages of the motor-cycleand none of its disadvantages,-and all the advantages of an automobileand none of its disadvantages; to provide a new type of motor-vehiclehaving in combination certain advantageous features of an automobile andcertain advantageous features of a motor-cycle. whereby the seatingcapacity of one and the high speed ofthe other are provided in a lightand simple construction; to provide a motor-vehicle of high power andspeed which can be easily manipulated to make short turns in narrowroadways and which is of such simple construction as to render itcomparatively cheap of manufacture; to provide a vehicle of the typenoted which is convertible for the purpose of running as awheeledvehicle, or as a sleigh; to provide,

in a. motor-vehicle, a novel transmission mechanismancludlng reversingmeans, and speed-changmg'means whereby three differ- .ent speeds can beobtained; to provide a transmission mechanism wherein a given initialspeed can .be varied threefold; and to provide certain novel details ofconstruction with reference to 'special parts of the vehicle, whichrender it certain and positive of manipulation, simple and cheap incon-- struction, and capable of high speed and ower. T

With the above objects in view, and others which will be detailed duringthe course of this description, my invention consists in the parts,features, elements an'd'combinations of elements and mechanisms ashereinafter described and claimed.

In order that my invention may be clearly understood, the same) will beexplained in connection with the accompanying drawings, wherein:

Figure 1 is a side elevation of a vehicle embodying my invention; Fig. 2is a topplan view of the vehicle shown in Fig. l, with thesteering-hand-wheel a nd seat-structure omitted; Fig. 3 is a sideelevation ofa portion of the vehicle showing the outrigger- 5 position;Figs.

mechanism out of operative 4, 5, 6, 7, 8 and 9 are details, partially insection and partially in elevation, of differ-- ent portions oftheoutrigger mechanism;

Fig. 10 is a top-plan of the outrigger mech- 1a.

anism showing the parts substantially in the position illustrated inFig. 3; Fig. 11 is a detail partially in elevation and partially in 1section of the steering-head; F ig. 12 is an enlarged view partially insection and partially in plan of the speed-changing and transmissionmechanism; Figs. 1-3 and 14 are views in elevation of the drivingsprocketwheels; Fig. 15 is an elevation of one of the drivingbevel-gears; Fig. 16 is an so elevation of the driving-shaft of thespeedchanging mechanism; Fig. 17 is an elevation of the speed-changingclutch; Fig. 18 is an elevation of the sliding-yokeof the speedchangingclutch; Fig. 19 isan elevation of the clutch-operating yoke-lever; Fig.20 isan end view of Fig. 17; Fig.21 is a front elevation of mymotor-vehicle to which runners have been adapted in place of thesteering and outrigger-wheels; Fig. 22 is a side elevation of thevehicle shown in Fig. 21; and Fig. 23 is an enlarged detail showing insection, substantially on the line 23-23 'of Fig. 22, the constructionof the drivingwheel of the vehicle shown inFig. 22.

By reference to Figs. 1 and 2 of the drawings, it will be seen that mynew type of ve hicle comprises a long, narrow frame'consisting of theside-bars 1 and 2 having, at I intervals along its length, thecross-bars 3, which connect and brace the same, and having at itsforward end the upwardly and forwardly arched neck 4 carrying at itsfor-v ward end the head 5, indicated by dotted lines in Fig. 1 and indetail in ,,Fig.':11,

which details will be presently described. The frame thus constructedsupports the various partsof the vehicle'such as] the easing 6, withinwhich is housedi the motor,

engine or other driving mechanism of the '110 usual motor-vehicle,generally indicated by .7, including the cylinders, sparkihgdevice,

etc. Just behind this casing 6, the transmission and speed-changingmechanism are supported upon the carrying-frame, generally indicated byS, which frame hasthe general form and structure indicated,particularly, in Fig. 12, wherein it is shown as provided with the pairsof arms 8 and 8 which rest, respectively, upon the opposite bars 1 and 2of; the vehicle-frame see Fig. 2, the connection being made by suitablebolts or pins 9 passing through apertures 9 in the said arms and intothe said bars, as will be read ily understood. The rear end of thecarrying-frame is provided with the arm 8, which is connected with thecross-bar 3 of the vehicle-frame, by means of a bolt pass ing throughan-aperture 9 therein and into the said bar. By this means, thecarryingframe is firmly secured in position and the vehicle-frame isadditionally strengthened and braced both transversely andlongitudinally.

Just over the transmission and speed.- changing mechanisms is locatedthe seatstructure of the vehicle, generally indicated by 10, which,obviously, can be made sutlicicntly large to'sea-t either one person, or

two persons side-by'-side, said structure being supported at oppositesides upon the side-bars 1 and 2, as will be readily understooduponreference to Fig. 1. By bolting this seat-frame or body firmly tothesidebars, said vehicle-frame is still further strengthened and maderigid.

At their rear ends, the side-bars of the vehicle-frame, or chassis, areeach upturned, as indicated at 11, and connected by a rod 12 atfordingatits opposite ends a pivotal support for the lower end of the links 13,the upper ends of which are connected to one end of the leaf-springs 14,the forward ends of which springs are pivotally connected to like lugpieces 15 rigidly secured, respectively, to the bars 1 and 2. Each ofthese springs is provided substantially midway of its length with thedepending jour-- nal-bearings 16 for the rear driving-wheel 17 which, onone side, carries on its hub a small sprocket-wheel 18 connected bychain 19 to a large sprocket-wheel 20, splined to the shaft 2.1, formingpart of the speedchanging mechanism presently described.

On the opposite hu b of the said wheel 1:2, alarge sp'rockebwheel. 22 isfixed, WhlOll is connecte by a chain 23 with a smaller sprocket-wheel 24also 'splined to the shaft 21 at its opposite end. By this means, itwill be. readily understood that the vehicle can be driven at twospeeds, according to which chain and set ofsprocket-wheels is 1 beingdriven by the transmission mechanism. I

At its forward end, the vehicle is supported by tn steering-wheel 25,the hub of which-sup orts on opposite sides a spring" frame structure,each comprising the lower, upwardly-eurved, leaf-spring 26 providedbetween its ends with the journal-bearin 27 for the wheel-axle, and theupper, rigit, substantially triangular frame ifl, hinged at 29 at oneend to the spring 2t and at its other end pivotally connected by a link30 to the opposite end of said spring 26. The frame 28 is made in openform for lightness, but may be solid if desirediand has rigidly securedto. its flattened top 31 the base 32 of the steering-frame bars 33,which latter, as shown in Fig. 11, are braced between their ends by theangular bracket 31 rigidly secured at opposite sides to the respectivebars 33, and said bars being additionallybraced at their upper ends by alike bracket 35 also rigidly secured at its opposite ends to said bars.To the upper end of the bracket 35 is secured the base 36 of a crankarm37 which, at its outer end, see Fig. 2, is pivotally connected toone endof a link 38 which, at its opposite end, is pivotally connected to anarm 39 forming part of the worm-segment +0 journa'led in the box 41carried by the arm +2 of the forwardly extending neck 4 of the vehicle.\Vithin the box 41 is journalcd the worm shaft'43, carrying the worm 44,which cooperates with the worm-segment 40, said worm-shaft beingpivotally connected at 45 to the steering-rod 46, the rear end of whichis provided with a hand-wheel 47 for turning the said rod, and said .rodbeing joiu'naled and sustained in the upright t8 secured to the casing6, which incloses the engine.

Referring again to Fig. 11, the head 5 of the neck of the vehicle-framehas extending through it the journal-pin 49 rigidly set at its lower endin the center of the angular bracket 34 and there held by the nut 50screwed upon the end of said pin 49-and clamping the same rigidly inposition. The upper end of the said journal-pin is screwthreaded for aconsiderable portion of its length and passes through angular bracket35, and has on its upper end the nut 51, by means ofwhich said pin isrigidly clamped to the said bracket 35 and the base 36 of thesteering-crank. Between thehead 5 and the journal-pin 49, and atopposite ends thereof, ball-bearings 52 are provided. To hold the balls.in place, the journal-pin 49 and the head 5, at their lower end, areoppositely grooved or channeled, as at 53, so as to'provide a properclosure and rum ning bearing for the balls 52; while, at itf upper end,the head 5 is likewise grooved to provide a ball-bearing, and theournalpin 49 carries a bearing-cap 54 screwed upon said pin andadjustable for the purpose of tightening the hearing when required.

From the details so far set forth, it will be seen that a motor-vehiclehas been provided wherein there is but a single steering-wheel surewhich supports the vehicle at. its forward end and but a singledriving-wheel which supports the vehicle at its rear end, and that thevehicle, in all other respects, has the advantages of an automobile inthe matter of its power, seating capacity, etc, and has all theadvantages of a motor-cycle in the matter of its mobility and ease ofmanipulation. In order to enable the vehicle to stand at rest withouttilting, I provide an outrigger mechanism secured to opposite sides ofthe frame, which, in its details, will now be described with referenceto Figs. 3 to 10. The bars are rigidly supported on opposite sides ofthe frame of the vehicle and'each bar supports a sliding-sleeve 56,which is normally held in position near the rear end of itssupporting-bar by means of the coiledspring' 57 engaging at oneend withone end ofthe sleeve and at its oppositeend with a collar or pin; 58near the forward end of said bar. The top of the collar 56 has pivotallysecured to it the rear end of the link 59, the forward end of which ispivotally connected to the upper end of the crank-arm 60 carried by oneend of the transverse sleeve 61 journaled on bar 61 fixed in the frameof the machine, or in depending brackets 62 carried 1 by the latter, andsaid her extends trans versely of the frame to the opposite side whereit carries a like sleeve 61. having a.

crank-arm 60. Substantially midway between its ends, each of thecrank-arms 60 has pivotally secured to it one end of a link 63, theother end of which is pivotally secured to the lower end of a. lever 64,which is curved outwardly at 85, so as to clear the frame of thevehicle, and then bent a right-angle as at 66 and enlarged into a sub-72, the opposite end of which frame is holted stantially circular plate67 provided at top and bottom on one side with laterally extending ears68. Centrally, the plate 67 is apertured at 69 for the passage ofthepivotbolt 70.. The frame of the vehicle has rig idly secured to it theangular bracket 71., which has bolted to it one end of the frame to theframe or side-bars thereof, as clearly shown in Fig. 6.- The frame 72 iscentrally enlarged as at 73, to afford a. suliicient hearing for theplate 67 of the lever 64:, the bolt passing through e aperture 69 ofsaid lever-plate, through the center of the enmeans of the pivot-bolt81, and to the arm 78 are secured the leaf-springs 82 by means of theclamps and bolts 83, the opposite ends of said springs being held underloop 84 carried by the outrigger-lever 'neanits forward end] Theoutrigger-lever has pivotally connected to it one end of a radius-bar85, the opposite end of which is pivotally connected to the side of thesliding-sleeve 56, the said outriggerdever being thus moved accord ingtothe movement of the said sleeve 56. Referring now to Figs. 4 and 5, itwill be seen that the outer end of the outriggerlever 80 provided withthe tubular enlargement or bearing'SG, in which is journalcd loosely thejournal-pin 870i the traction-wheel franie 88, which is bifurcated andprovided at its lower end with angular extensions 89 afiording journalbearings for the axle of the wheel 90, the said wheel operating withinthe fork of the said frame 88.

The journal-pin 87 has fixed to it within the bearing 86 a cylinder 91,the lower face of which is providedwith a cam-surface 92 terminating ina'V-shaped notch 93; and

i also within said bearing 86 and fixed thereto and loosely surroundingthe ournalp1n 87 is a complementai cylinder 94: provided on its upperface with a correspondinglyshaped cam 95 terminating in the .V-shapedprojection 96 adapted to enter the V-shaped notch 93 of the cylinder.91. Normally, the traction-wheel frame 88 is free to turn within thehearing 86, as will be readilyunderstood, and by gravity said frame willnatura-lly fall away from the bearing 86, until the cam-surface of thecylinder 91, carried by the pin 87, engages with the cam-surface 95 ofthe cylinder 91%, and from the movement of the vehicle, the frame withits traction-wheel 90 willnaturally turn until the cooperatingprojection 96 and notch 98 registei the one with the other. This willhold the outrigger-frame 88 from anymovement relatively to the lever 80.in order to aid gravity and avoid the possibliity of the friction withinthe bearing 86 preventing the proper action of the traction-,vv'hcelframe, a coiled-spring 97 surrounds the upper end of the pin. 87 andengages at one end against the top of the bearing 8}} and at the otheragainst the top of the cylinder 91, thus normally tending to force thelatter downwardly within the bearing 86; As will be presently described,when the wheel 90 goes into traction, the cylinder 91 Will compress thespring within the bearing 86, thus putting said spring under tension. Inorder to operate the outrigger mechanism, each sleeve 61 is providedbetween its ends with an upwardly extending cranhsarm 98, which isprovided at its upper end with a. pi otally supported foot-rest 99 tothe bottom of which is pivotally connected the pawl 100,

the lower end of which engages the teeth of in cooperative position tothe frame of the machine. The normal position of the outrigger mechanismis shown in Figs. 3 and 10, the wheels being out of traction and drawnin toward the side 'of the vehicle. The operative ,position of theoutrigger mechanism is shown in Figs. 1 and 2, the wheels being intraction. ger mechanism, it willbe readily understood that the vehicle,when standing, or running at low speed.as in starting or stopping-willbe'maintained rigidly and positively in a perfectly horizontal position,the same as any automobile of the common four-wheel variety; but, afterspeed has been obtained. these Outriggers are drawn in, as shown inFigs. 3 and 10. as they are no longer needed. except..possibly,according to the lean of the vehicle, or in an emergency, when eitheror. both can be readily and quickly thrown out or spread as may benecessary.

The speed transmission and driving mechanisms of my vehicle are clearlyshown in Figs. 12 etseq., and will now be described. Of course, it isunderstood that the engine, or other motive power, which may be car-'ried in the casing (i, will actuate. in any suitable manner,thedriving-shaft 102, as by the usual clutch whlch can be manipulated inusual manner, shown by dotted lines in 'Fig. 2, said shaft, at its rearend, being pivotally jointed at 103 to the bifurcated end 101 of theshaft 105 journaled near its front end in the ball-bearing 106 at thefront end of. the carrying-frame 8. The shaft 105 is provided withradially-project-' ing splines 107, extending to within a short distanceof the rear end thereof, the extreme rear end of said shaft beingreceived in a central bore at the forward end of the shaft 108which. atits rear end, is provided with the bevel transmission-gear 109. The

shaft 108 is journaled in the carrying frame 8 in any suitable mannerand provided .with ball bearings 110 of any suitable construction. Theconnection between the shaft 105 and the shaft 108 is such as to enableone to run freely and independently of the other, and these shaftsconstitute a two-part transmission-shaft connected by a clutch, for apurpose presently described. The. shaft 105 is provided with agear-clutch 111, the forward end of which is formed into a collar Bythis outrigl by means of the yoke 115, which embraces the collar 112 ofthe clutch-gear 111, and which yoke is rigidly connected to the rodl116, the forward end of which is provided; with the hook-portion 117 bymeans of} which it may be manipulated through the medium of a hand-leverwithin control of the operator, as usual. In this manner, theclutch-gear 111 can be made to drive the; bevel-gear 109 from theengine-shaft, for; the full speed of the latter. If it be desired tochange the speed of the bevel-gear 109 and, consequently, the speed ofthe vehicle, the clutch-gear 111 can be slid along the shaft 105 intoengagement with the gear 118 carried by the countershaft 119 suitablyjournaledat opposite ends in the carryingframe 8, said gear 118beingkeyed upon the shaft 119 and held. in fixed position by means ofthe shoulder 120 on said shaft and a collar 121 at the opposite side ofsaid gear. At the rear end, the shaft 119 is provided with the pinion122 which meshes with the gear 114, shaft 108 being thus driven by theclutch-gear 111, with a de crease of speed, owing to the diiference'insize of the gear 118 and the pinion 122 If it is desired to reverse thedrive'of the bevel-gear 109, the clutch-gear 111 can b. slid stillfarther forward along the shaft 105 until brought into mesh with thepinion 123 carried by the stud-shaft 124 suitably journaled in thecarrying-frame 8, said pinion 123 meshing 'with the pinion 125 keyed tothe shaft 11 and held in fixed position by the collar 121 at one sideand the collar 126 at the other side, which latter abuts against thejom-nal-bearing at that end of the shaft. By interposing the pinion 123between the pinion 125 and the clutch- "gear 111. the shaft 108 and itsgear 109 are reversed in motion. as will be readily understood. Thus. bya compact arrangement of gears and transmission-shafts, the speed ofdrive of the vehicle can be changed, or' varied, and the movement ofsaid vehicle can be reversed. In order that the action of this reversingand driving mechanism may be imparted to the vehicle, the sprocketshaft21, heretofore referred to as being journaled transversely in the rearportion of the carrying-frame 8, has suitably fixed to it thebevel-gear. 127, which meshes with the bevel-gear 109. Thegear 127 isprovided around its axis, in the web-portion I 112 and the rear end ofwhich is provided lhcreof, with a series of elongated slots 128 withrearwardly projecting prongs 113 .which enter aperturesprovided in theface of gear 114, which is fixed upon the forward end of the shaft 108.By reason of this construction, the clutch-gear 111 can be made to drivethe gear 114 from the shaft 105, and in turn drive the shaft 108 and thebevel-gear 109. When desired, the clutch-gear 111 can be moved fromengagement with the gear 114 clutch-pins 141 which coiip'erate withelon-.

gated slots in gear 24 as will be presently described. The pins 129extend through the I bevel-gear 127 into the elongated, imperforateslots 142 formed in the face of the hub 143 carried by thesprocket-wheel 20,

heretofore referred to, said sprocket-wheel being journaled upon theshaft 21 and capable of running on cylindrical, anti-friction bearings144. In this manner, the bevel-gear 127 and the sprocket 20 are firmlyclutched together so that the bevel-gear 109 may drive the same, themotion of the sprocket-wheel 20 being, as heretofore noted, transmittedthrough the chain 19 to the sprocket-wheel 18 carried by the drivingtraction-wheel 17 of the vehicle. When the sprocket-wheel 20 is thusclutched to the shaft 21 a running bearing is afforded 'by theball-bearing structure shown in Fig. 12

and indicated by 20. By shifting the clutch-sleeve 130 so as to Withdrawthe pins 129 from the slots 142 of the sprocket-wheel 20, the pins 141will be caused to enter the imperforate slots 145 formed in the hub 146of the sprocket-wheel 24 journaled on the opposite end of the shaft 21and capable of running on the cylindrical, anti-friction bearings 147.Through this sprocket-wheel 24, and the sprocket-chain 23, motion isimparted to the rear driving-wheel 17 medium of the sprocket-wheel 22carried by the hub of said wheel. WVhen sprocketwheel 24 is thusclutched to shaft 21, it runs on the ball-bearings 24 in all respectsthe same as the bearing 20.

whatever may be the speed of the shaft 108, as imparted by thetransmission mechanism from the engine, that speed may be changed byshifting the clutch-sleeve 130, as described; and the difference in sizeof the several sets of sprocket-wheels will, of-

, readily shifted laterally so as to engage the hook 117 on rod 116,thus also enabling the clutch-gear 111 to be shifted by a furtherforward movement of said lever. By this means, the motion of the vehiclecan be re- By this con-. struction, it will be readily understood that,v

versed on the lowest speed, or the low speed of the sprocket 24 can bestill further re duced by causing the clutch-gear 111 to cooperate withthe gear 118 Having thus described the detailsof my motor-vehicle, itwill be readily understood that, when the machine is at a standstill,the I outrigger-s will be spread so as to bring the traction-wheels 90into contact With the traction-surface', whereupon the vehicle will berigidly supported in a horizontal position,

in all respects the same as an ordinary automobile of the four-wheeltype; and these Outriggers will remain spread until a sufii. cientspeed-has been attained, when they will be drawn in beside-the vehicleand out of traction, by simply. rocking the foot plate, 99 on thecrank-arm 98, thereby lifting the pawl 100 from the ratchet-segment 101, and allowing the springs 57 to expand and push the sleeve 56'rearwardly along the guide 'bar 55, this action'resulting insimultaneously lifting the traction-wheels 90 from the traction-surfaceand drawing the outriggerlevers 80 into position substantially parallelwith the frame of the vehicle, as illustrated in Fig. 10. This actionwill release the spring 97 and enable it to expand within theoutrigger-bearing 80, thus depressing the cam 91 into contact with thecam 94, the surfaces of which Will readily register the one with theother, resulting in holding the traction-wheel in the position clearlyshownxin Fig-3, without possibility of its swinging either inwardly oroutwardly. The motor, having been started in any of the usual ways,thedriving-shaft 102 will be brought into operation through the usualclutch mechanism, whereupon the transmission shaft 105 will, with theclutch-gear 111, in the position shown in Fig. 12, drive the shaft 108and bevel-gear 109, the latter in turn driving the bevel-gear 127, thusrotating the shaft 21. If, now, the clutch-sleeve 130 be in the positionshown in Fig. 12, with the clutch-pins 129 passed through the gear 127and set within the slots 142 of the sprocketwheel 20, the latter will bedriven and its motion transmitted through chain 19, and thesprocket-wheel 18 carried by the hub of the driving-wheel17, and thevehicle thus propelled. The operator will control the direction ofmovement of the vehicle by the hand-wheel 47 and the steering-gearconnections to the head of the machine and the steering-wheel 25. Tochange or lower the speed of the vehicle, the clutch-sleeve is shifted,by rod 137'and its connected lever 136, so as to lock the sprocket-wheel24 to shaft 21, as heretofore set forth. With the vehicle well. underway, the outrigger-s will be drawn in. as previously noted, and thevehicle will be found to run easily on its two wheels, with perfectbalance and poise. If, at any time during the running of the vehicle, itsways a little too much to one side or the other, a perfect equilibriumcan be reestablished by simply throwing out one or the other, or both,ofthe Outriggers, so as to steady the vehicle. And, when itis desired tostop, and after the power has been thrown out, and the speed of thevehicle has been reduced by the application of the brake, or otherwise,the outriggers will be thrown out, whereupon the vehicle can come to astop in a-perfectly horizontal position.

On reference to Figs. '21, 22 and 23, it will be seen that mymotor-vehicle can be readily v converted into a sleigh by simplyapplying to the steering-head, in place of the steeringwheel, a runnerwhich, in the form shown, consists of a substantially triangular frame148, journaled at its upper end to the spring 26,. substantially asindicated at M9, the runner 150, applied to said frame, being extendedrearwardly and curved upwardly at 151 and also forwardly and extendedquite a distance upwardly at 152 for the purpose of enabling it to passover obstructions, as will be readily understood. a A similarrunnerframe, generally indicated by 153, is also applied to each of theoutrigger-levers 80, in

place of the traction-wheels 90, the rest of the construction remainingunchanged. The rear driving-wheel 17 of the vehicle has appliedotoit atraction-device consisting of a plurality of strong, iiietallic hoops"l5f outwardly turned at their ends to form flanges 155, which enter underthe flanges 156 of the rim 157 of the wheel, so as to be gripped therebyand firmly clenched in place, as the tire 158 is inflated. Each of thesetraction-hoops 15; is formed around its periphery into a. sharp rim 159which, obviously, will take a firm grip and have a substantial tractiondrive when the wheel is rotated, resulting in positively driving thevehicle. The several hoops 154 are firmly linked togethe-f byemeans ofthe chain 160, ex ending from hoop to hoop around the series, thuspreventing the angular strain on the said hoops from loosening the sameon the rim 157. This traction means may be applied to the wheel as aremovable device, or an extra wheel can be provided of the form shown,as a substitute for the driving- Wheel 17. In other respects, thevehicle remains unchanged, when converted from an automobile into asleigh.

Any suitable sparking-device can be appliedto' the vehicle toproducecombustion and a suitable brake mechanism can be ap: plied'in theusual manner, Fig. 2 showing a a simple form of brake mechanism appliedto the hub of the rear Wheel, andconsisting of' the usual brake-bandconstruction generally, indicated by 161, one end of which isconnected'by the rod 162 to the transverse bar or brace 12 of themachine and the other end of which is connected to the rod 163,

which extends forwardto convenient position for the foot of the operatorto manipulate the same throughthe medium of the pedal-lever 164,journaled upon the bar 165 extending transversely of the frame of themachine.

Having thus described my invention, what IcIaim and desire to secure byLetters Patent is:

1. A motorvehicle having in combination, a frame supported at its rearend upon a driving-wheel and at its front end a steering-wheel; meansfor journaling said steering-wheel on the frame; means for manipulatingthe steering-wheel; and means for actuating the driving-wheel includinga transmission-shaft extending longitudinally of the vehicle frame andhaving sp'lined thereto a clutch-gear transmission mechanism cooperatingwith said clutch-gear including two sprocket-wheels, means whereby oneor the other'of said sprocket-wheels may be positively driven, andconnections; between the sprocket-wheels "and the driving-wheel.

2. A motor-vehicle having in combination,a frame supported at its rearend 'upon a driving-wheel and at its front end upon a steering-wheel;means for journaling said 0nd shaft arranged at an angle to the saidtransmission-shaft; sprocket wheels carried by said second shaft; asliding-clutch cooperative with said sprocket-wheels, means connectingthe said transmission-shaft with betweensaid sprocket-Wheels and thedriving-wheel.

3. A motor-vehicle having in combina tion, .a frame supported at itsrear end upon a driving-wheel and at its front end upon asteering-wheel; means for journaling said steering wheel on the frame;means for manipulating the steering-wheel; means for actuating thedriving-wheel including a twothe said second shaft; and connecting means105 part transmission shaft; a" counter shaft paralleling the latter;gears carried by said counter-shaft; a sliding-cluteh-gear carried byone part of said transmission-shaft; means connecting the other part offlsaid transmission-shaft with thesaid clutch-gear and the said.countershaft; means whereby the said clutch-gear may bemoved-into-cooperation with one of the gears on. the said c uitersl'iaft for changing the speed transand 'a motor for driving thetwopart transmission shalt.

I x f l i motor vehicle having in'eo'mbina tion', aframe supported atits rear end upon -mitted by theitwo-part transmission shaft;

a' driving-wheel "and at its front end upon a steering-wheel; means forjournaling said steering-wheel on the frame; means for manipulating thesteering-vvheel; means foractuating the driving-Wheel including atransmission shaft; a shaft arranged at a rightangle thereto; gearingconnecting the two said shafts whereby one may be driven by the other;sprocket-wheels carried by the latter shaft; a clutch-devicecoiiperative with both of said sprocket-wheels whereby the gearing maydrive either of said sprocketwheels; and a motor for driving thetransmission-shaft.

5. A motor-vehicle having in combination, a frame supported at its rearend upon a driving-wheel and at its front end upon a steering-w11eel;means for journaling said steering-wheel on the frame; means formanipulating thesteering-wheel; means for actuating the saiddriving-wheel including a transmission-shaft in two parts independ--ently operable: a clutch and gearing connecting the driving-wheel andone part of said shaft; means whereby the two parts of said shaft may becoupled and uncoupled at will; means whereby the speed of one part ofsaid shaft may be changed at will; and means whereby the movement ofsaid part may be reversed at will.

6. A motor-vchicle having in combination. a frame supported at its rearend upon a driving-wheel and at its front end upon a steering-Wheel;means for journaling said steering-wheel on the frame: means formanipulating the steering-wheel m ans for actuating said driving-wheelincluding a transmission shaft in two parts independently operable;-aclutch and gearing connecting the driving-wheel and one part of saidshaft; means whereby one part of said shaft may be caused to drive theother part; and means whereby, at will, one part of said shaftrmay bereversed.

7. A motorvehicle having in combination, a frame supported at itsrearcend upon a single driving-wheel and at its front end upon a singletraction-devicn and means for driving the vehicle including atransmission-shaft; a driven shaft at a rightangle thereto; sprocketwheels of different size carried by the latter shaft; connecting meansbetween'the two shafts whereby one may drive the other; means forchanging the speed of the transmission-shaft; and means whereby thespeed imparted to the driven shaft may be changed in transmission to thedriving-wheel.

8. A motor-vehicle having in combina-.

, 9. A motor vehicle having in combination, a frame supportedat its rearend upon single traction-device; means for driving the vehicle includinga trans!nission-shaft;;a shaft driven thereby and arpanged at an anglethereto; and means whereby, with a given speed of the transmissionshaft, two different speeds of the vehicle can be had through saiddriven shaft, said means including two driving-wheels; a sliding clutchcotiperating with both wheels and drivinggears.

10. A motor-vehicle having in combination, a frame supported at its rearend upon a driving-wheel and at its front'cnd upon a singletraction-device: means for driving the vehicle including a two-parttransmission-shaft; a'shaft driven thereby: means whereby a given speedof one part of the transmission-shaft jean be changed to a differentspeed in the other part-of said shaft; and means whereby the speedimparted by said transmission-shaft to the driven shaft can be stillfurther varied at will.

In testimony whereof I have hereunto signed my name in the presence oftwo subscribing witnesses.

i AMUEL B. KURTZ.

Witnesses FLORENCE Arms Ives, Cnas. MCC. CHAPMAN.

a: driving-wheel and at its front end upon a f

